Dead light



1940. J. E. GARABRANT 2,223,170

DEAD LIGHT Filed May 1'7, 1938 INVENTOR Jwsnv ffnmmwvr ATTORNEY Patented Nov. 26; 1940 PATENT OFFICE 2,223,170 DEAD LIGHT Joseph E. Garabrant, Montclair, N. J assignor to Kearfott Engineering 00., Inc., a corporation of New York Application May 17, 1938, Serial No. 208,365

3 Claims.

The invention herein disclosed relates to a dead light for an air-port in a ship and more particularly to a dead light that is especially suitable for anair-port of the pivotal type.

It is customary to provide dead lights for airports in ships that may be used to cover the air-port during storms of sufficient magnitude such that the windows may be broken. These dead lights are made of metal and commonly are pivoted to the frame of the air-port and held in a position above the air-port. When it is desired to utilize the dead light, it is released and swung about its pivotal connection to a position in which it covers the air-port. Bolts are provided by means of which the dead light is secured in position closing the air-port. Such dead lights are expensive to manufacture and install and difiicult to manipulate. Also they detract from the symmetry of the airport and the attractiveness of the room. I

It is an object of this invention to provide a dead light especially suitable for an air-port of the pivotal type that is simple in construction, eas to manipulate and comparatively inexpensive to manufacture. These and other objects of the invention and certain advantages that will hereinafter appear are realized, in accordance with the invention, by providing a dead light comprisin a sectional plate having dimensions somewhat larger than the diameter of the opening through the air-port frame. The sectional plate is preferably of circular configuration and it is adapted to be inserted in the air-port between the frame of the air-port and the frame of the window. Upon moving the window to the closed position the dead light is clamped between the air-port frame and the window frame and effectively closes the air-port opening.

Such a dead light, embodying the invention, is disclosed in the accompanying drawing in which:

Fig. 1 is an edge view of a dead light with the sections thereof separated;

Fig. 2 is a plan view of the same;

Fig. 3 is likewise an edge view of the same at right angles to the view shown in Fig. 1; and

4. is a fragmentary, sectional detail of an airport closure with the dead light in place.

The dead light disclosed in the drawing is a plate of circular configuration and consisting of two semicircular sections l and 2. The section I is the lower section of the dead light, the section that occupies the lower half of the air-port when the dead light is in place. This section has two lugs 3 and 4 extending laterally from the surface of the dead light and spaced angularly a distance of sixty degrees, each being spaced angularly thirty degrees from the bisector of the section. When this section of the dead light is placed within the frame of the air-port, these lugs engage the frame of the air-port and position this section of the dead light, and in consequence the entire dead light, with respect to the opening through the frame of the airport. At the diametrical edge of this section of the dead light there are two lugs 5 and 6, spaced apart and bored to receive dowels. At the edge of the plate section there is an overlapping section or' flange I. A reinforcing rib I3 is also provided on the section I of the dead light.

The section 2 of the dead light is similar to the section I. It is semicircular in configuration and it is provided with an overlapping edge or flange 8 which overlaps the edge or flange 1 of the section I of the cover plate. Lugs 9 and Illare formed on the section 2 of the plate adjacent the diametrical edge thereof and from these lugs dowel pins H and I2 extend. These dowel pins are positioned to be received in the holes in the lugs Sand 6 formed on the section I of the plate. The section 2 is also provided with a reinforcing rib l3 that extends parallel to the diametrical edge of the plate.

In Fig. l, the frame of an air-port construction is indicated by the numeral l4. These frames normally carry a circumferential gasket I5 against which the end of a window-frame l6 abuts when the air-port is closed. In the pivotal type Of air-port, for which this dead light is especially adapted, such, for example, as that shown in the copending application of John D. Williams, Serial No. 199,580, filed April 2, 1938, the window-frame [6 in opening moves laterally of the plane of the opening through the frame of the air-port away from the frame of the airport and then is given a pivotal movement. The window-frame of a pivotal air-port must of necessity move a certain amount of movement laterally of the plane of the openings through the air-port frame before the window-pane can be pivoted about a diametrical axis or an axis parallel to a diametrical axis. When using the dead light of this invention, the window-frame I6 is moved away fr'Om the air-port frame l4 a sufficient distance so that the dead light can be readily inserted between the air-port frame and the window-frame. The section I of the dead light is then placed in the lower half of the airport. It is inserted and allowed to position itself in place by the engagement of the lugs 3 and 4 with the window-frame IS. The upper section 2 is then inserted and the two sections are brought together, the dowels on the section I entering the holes in the lugs 5 and 6 and the edges 1 and 8 overlapping. The window-frame is then brought up against the dead light, and the dead light is tightly pressed against the air-port frame. It is to be noted that the under surface of the lugs 3 and 4 are inclined to the-surface of the plate and form an obtuse angle therewith. This taper of the lugs allows the section I to drop below the center line of the port and presents less obstruction for inserting the section 2. The movement of the dead light inboard, moves the dead light towards the seating gasket and the taper on the lugs raise the light to its weathering position.

It will be noted that this dead light maybe made of comparatively thin metal, plate metal for example. It may also be made of a light metal such as aluminum. The reinforcing ribs in addition to strengthening the dead light, eonstitute handles by which the sections of the dead light may be put into place in the air-port or removed therefrom. Another feature of this dead light is the fact that an air cushion is formed between the window glass ll of the air-port and the dead light. This air pocket or cushion serves having dimensions slightly larger than the diameter of the opening through the frame of the airpbrt, lugs carried on one of said sections adapted to engage the said frame and support said section below its secured position when the said section is laterally displaced from its secured position and adapted to raise said section to its vertical secured position upon moving the said section laterally against the said frame.

2; A dead light for an air-port of the pivotal type adapted to be inserted in an air-port and clamped between the frame of the air-port and .5 the window frame, comprising a sectional plate having dimensions slightly larger than the diameter of the opening through the frame of the air-'port,.-lugs carried'on one of said sections, the lower surfaces of said lugs being inclined to the surface of said section at an obtuse angle therewith, whereby the said section is supported on said frame below its secured position when the. said section isdisplaced 1aterally from its secured position and whereby it is raised to its vertical secured position upon moving the said section laterally against the said frame.

3. A dead light for an air-port of the pivotal type adapted to be inserted in an air-port and clamped between the frame of the air-port and the window frame, comprising a sectional plate having dimensions slightly larger than the diameter of the opening through the frame of the airport, lugs carried on the lower section adapted to cooperate with said frame, the lower surfaces of said lugs being inclined to the surface of said section at an obtuse angle whereby the lower section while unclamped is positioned on the frame to receive the upper section and while being clamped to the frame with the upper section in place-on the lower section positions both sections relative to the opening in the frame to effect closure thereof.

JOSEPH E. GARABRANT. 

